Railway truck



J. W. COOKE RAILWAY TRUCK Oct. 16, 1956 8 Sheets-Sheet l Filed 001:. 9, 1950 J. W. COOKE RAILWAY TRUCK Oct. 16, 1956 8 Sheets-Sheet 2 m an M Q\ (Ill are/1 4/2/65 )7! 6720/2 Filed 001;. 9, 1950 Oct. 16, 1956 J. w. COOKE 2,766,703

RAILWAY TRUCK Filed Oct. 9, 1950 s Sheets-Sheet 3 FIG. 5.

J. W. COOKE RAILWAY TRUCK Oct. 16, 1956 8 Sheets-Sheet 4 Filed Oct. 9, 1950 Inna/176W x/Zme: M4 000%:

J. W. COOKE RAILWAY TRUCK Oct. 16, 15956 8 Sheets-Sheet 5 Filed Oct. 9, 1950 J. W. COOKE Oct. 16, 1956 RAILWAY TRUCK 8 Sheets-Sheet 6 Filed Oct. 9, 1950 Oct. 16, 1956 J. w. COOKE 2,766,703

RAILWAY TRUCK Filed Oct. 9, 1950 8 Shets-Sheet 7 J- W. COOKE RAILWAY TRUCK Oct. 16, 1956 8 Sheets-Sheet 8 Filed Oct. 9, 1950 United States Patent RAILWAY TRUCK James W. Cooke, Rosemont, Pa., assignor to General Steel Castings Corporation, Granite City, 11]., a corporation of Delaware Application October 9, 1950, Serial No. 189,239

14 Claims. (Cl. 105-133) The invention relates to railway rolling stock and more particularly to motor driven trucks and consists in arrangements of the motors and wheel and axle assemblies and interconnecting driving gear, whereby the application and operation of the motors is facilitated and the construction and assembly of associated truck parts may be improved.

The invention contemplates the use of relatively small high-speed motors having hypoid gear connections to the wheel and axle assemblies, rather than the use of relatively large motors, either having the axle as the motor shaft or having direct spur gear connections to the wheel and axle assembles.

The arrangements of the motors and gear connections are particularly advantageous for use in six-wheel trucks, where problems in providing clearance between the driving mechanism and the truck bolster are encountered, particularly when the bolster is of the lateral motion yp The arrangements of the present invention make possible the lowering of the truck center plate because it does not need to be mounted above a large motor of the low speed type immediately adjacent or above the middle axle of the truck which usually is beneath the bolster.

Another advantage of the present invention is that the motors are of much less weight than low speed motors and are completely spring supported, thereby reducing the extent of wheel-rail pounding.

In the accompanying drawings illustrating selected embodiments of the invention, Figure 1 is a top view of a six-wheel truck with an individual motor gear connected to each axle, the motor being spaced longitudinally of the truck a substantial distance from the axle to which it is connected and also being spaced longitudinally of the truck from the cross bolsters and the truck frame parts from which they are suspended by swing hangers. Figure 2 is in part a side elevation and in part a longitudinal vertical section taken on the line 2-2 of Figure 1.

Figure 3 is a transverse vertical section taken approximately on the line 33 of Figure 1.

Figure 4 is a detail of one of the hypoid gear connections between a motor shaft and a wheel and axle assembly.

Figures 5, 8, and 11, are top views similar to Figure l, but illustrate other forms of the invention.

""Figures 6, 9, and 12 correspond to Figure 2, but illust'rate the structure shown in Figures 5, 8, and 11 respectively and are taken upon the corresponding section lines of said figures.

' Figures 7, 10, and 13 correspond to Figure 3, but illustrate the structure shown in Figures 5-6, 8-9, and 11-12, respectively and are taken on the corresponding section lines of Figures 5, 8, and 11.

The truck shown in Figures 1-4 comprises a generally rectangular frame having wheel pieces 1, transverse transonis 2, 3, 4, and 5, end members 6, 7, and pedestal legs 8farrangedin pairs, each pair receiving an axle box 9 of-;a corresponding assembly of wheels 10 and axle 11..

'ice

Equalizers 12 extend between the axle boxes and are provided with springs 13 upon which the frame is mounted. The frame may comprise a one piece cast metal structure or may be built-up of plates and structural shapes.

Pivotally suspended from the ends of each pair of transoms 2-3, 45 are swing hangers 14, carrying spring planks 15 which support the bolster springs 16. The bolster is H-shaped and consists of two cross bolsters 17 and 18, resting upon springs 16, and a longitudinal central member 19 which includes or mounts the truck center plate 20 which supports the vehicle body.

A motor 21 of the high speed type is connected by shafting 22 and gearing 23 to the left hand axle 11. A similar motor 24 is similarly connected by shafting 25 and gearing 26 to the right hand axle 11. Another motor 27 of the high speed type is similarly connected by shafting 28 and gearing 29 to the middle axle 11. Longitudinal frame members 30 and 31 extend between transoms 3 and 4 and motors 21 and 24 are bolted directly to these longitudinal frame members, each motor being positioned between the middle axle and one of the transoms and being positioned between the longitudinal center line of the truck and one side of the truck. Motor 27 is positioned between the opposite side of the truck and the longitudinal center line of the truck and is bolted to longitudinal frame members 32 and 33 connecting transom 5 and end member 7.

By using the relatively small diameter high speed motors illustrated and by connecting each motor to a corresponding wheel and axle assembly by longitudinal shafting, including universal joints as indicated at 34, 35, and 36, it is possible to place the motors in positions longitudinally and transversely of the truck where they will not interfere with the main members of the truck frame or the bolster or other truck parts. The particular positions shown are illustrative and the motors may be shifted longitudinally, transversely, and vertically of the truck frame, as may best meet frame, bolster, and other equipment requirements. Hence, the truck frame and bolster members may be designed most effectively without having to reduce the desirable depth or other dimensions of sections to accommodate motors as would be required in the usual arrangement of low speed type motors on the axles or directly geared to the wheel and axle assemblies.

Reference numerals 23, 26, and 29 indicate the gearing casings or housings, each of which preferably includes suitable hypoid gears 37, 33, as shown in Figure 4. Obviously worm gearing, bevel gearing or other types of gearing could besubstituted for the hypoid gearing, but the hypoid gearing is desirable because it affords a greater area of tooth contact than bevel gearing, while retaining the operative advantage of worm gearing which has no impact. Preferably, each gearing casing includes an arm 39 extending longitudinally of the truck and yieldingly connected to the adjacent transom by bolts 40 and springs 41 and 42, similar to the arrangement shown in Figure 4, thus providing a resilient resistance to starting, acceleration and deceleration torques.

Figures 5, 6, and 7 illustrate a positioning of motors 50, 51, and 52 corresponding generally to the positioning of the motors shown in Figures 1-4, but the truck is of the type in which the body supporting bolster 53 is rigid with the remainder of the truck frame which includes wheel pieces 54 and transverse transoms 55 and 56.

' Each of motors 50 and 51 is bolted directly to brackets 57 depending from the central bolster portion of the frame. Their axes are at a lower level than the axes of the end wheel and axle assemblies to which they are operatively connected by shafting 64 and 65 respectively. Motor 52 is bolted to the wide, lower flange 60 of a longitudinal I-shaped member 61 rigid with left handv transom 56 and the left hand end member 62' ofthe truck frame. It is at a higher level than motors and 51 and is connected to the middle Wheel and axle assembly: by shafting 67;

The short shafting connections 64, 6S, and 67 between the motors and the corresponding wheel and axle assemblies illustrate the adaptability of the invention for different truck conditions.

This arrangement is well-adapted for a short wheelbasetruck, where the easier riding qualities of the lateral motion bolster, supported on bolster springs in addition to the usualtruck springs, is not required.

Figures 8, 9, and 10 illustrate a positioning of the motors 70, 71 and 72 similarly to the positioning of the motors shown in Figures 1-7, but the truck is of the type'in which the vehicle body (not shown) is supported on the truck at three points, A, B, and C, point A being the center plate 73 of a'narrow bolster 74 supported at its ends by springs 75 mounted on a spring plank 76 carried by swing hangers 77 suspended from the truck frame. The vehicle body will be supported at points B and C on chairs (not shown) which slide on bearings 78 provided on the truck frame, indicated generally at 79.

Longitudinal members 80 and 81 of the frame extend between frame transoms 82 and 83 and motors 70 and 7.1 are secured to these members. Longitudinal members 84 and 85 extend between transoms 82 and the adjacent'end member 86 and motor 72 is secured to these members.

Each of motors 70 and 71 is connected by shafting 87 and gearing 88 to one of the end wheel and axle assemblies and motor 72 is connected by shafting 89 and gearing 90 to the middle wheel and axle assembly. All of the motors are spaced longitudinally of the truck from the transverse members of the frame as well as the bolster and there is no problem of vertical clearance betweenthe motorsand the frame or bolster, as may occur in a truck which has the bolster center plate above the center axle or adjacent thereto and with the motors mounted directly upon orimmediately adjacent the axles.

Figures ll, 12, and 13 illustrate another six wheel truck arrangement in which only the end wheel and axle assemblies and 101 are motor driven. The corresponding motors 102 and 103 are secured to longitudinal members 104 and 105 extending between transoms 106 and 107. Both motors 102, 103 and both frame members 104, 105" are spaced from beneath the center portion of center plate 108 and from the middle axle 109,

and do not interfere with these parts. Shafting 110 and 111, connecting each motor with its corresponding axle gearing 112 and 113, respectively is well below the level of transoms 106 and 107, notwithstanding the fact that these are deepened substantially to carry the load placed upon them by the bolster swing hangers and the motor carrying members 104 and 105.

With this arrangement all of the motors, driving shafts, and gearing are disposed more nearly symmetrically about the longitudinal center line of the truck than the similar parts shown in the other arrangements.

Other arrangements of the motors and their supports may be made without departing from the spirit of invention and similarly attain the objects set forth in themtroductory portion of the specification and similarly possess the advantages of the arrangements illustrated. The exclusive use of all modifications of the invention coming within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truck, three wheel and axle assemblies, a truck framespring-supported from said assemblies, a-

bolster structure including a cross bolster between the middle}assembly'and-each end assembly and a longi-' tudin'almember betweensaidcross bolsters, a body supportingcenter plate on said longitudinal member and 4' over the middle assembly-,a motor carried on said-frame between the middle assembly and each cross bolster, and a drive shaft extending from each motor beneath the adjacent cross bolster and operatively connected to the corresponding end assembly.

2. A truck as described'in claim 1 which includes a motor carried on the frame between one of said cross bolsters and the adjacente'nd assembly, and a drive shaft extending from said, latter-mentioned motor beneath the adjacent cross bolster and operatively connected tothe middle assembly.

3. In a railway truck, three wheel and axle assemblies, a truck frame spring-supported fromsaid assemblies, motors mounted; on said. frame at opposite sides of the middle assembly and positioned at one side of the longitudinal center line of the truck, individual drive shafts extending longitudinally of the truck and having gearing connecting-each ofsaid motors to a-respec-tive one of the end assemblies, a motor mounted onsaid frame adjacent to one ofthe end assemblies andat the oppositesid'e of the longitudinal center line of the truck, and'shaftin'g and gearing connecting said latter-mentioned motor to the middle assembly.

4. In a railway truck, three wheel and axle assemblies, a truck frame-spring-supportedfrom said assemblies including a central'load-supportin'g bolster rigid with the' remainder of the frame and over the middle assembly, brackets depending from said frame, three motors supported-solely by said brackets at the general level offthe axles and spaced from the axles longitudinally of'tlie' truck, and shafting operatively connecting said; motors individually to said assemblies.

5. In a railway truck, three wheeland axleassemblie's; a truck frame spring-supportedfrom said assemblies, and including an end member and a load-supporting bolster rigid with the remainder of the frame and a member'extending longitudinally between said" bolster and'said' end member and having'depending diverging brackets at the' general level of the axles, a motor secured to said, brackets; and shafting. extending longitudinally of the, truck andoperatively connecting said motor'to one} of said assemblies.

6; In a railway six wheel truck, three wheel, and axle assemblies, a truck frame spring-supported from said assemblies, a bolster carried by said framev and including a body-supporting center plate, and individual motors'op-. eratively' connected toeach of said assemblies and mounted solely on saidframe atipoints spacedlongitudinally of; the truck, from said center plate.

7. In arailway truck, three wheeland axle assemblies, a truck frame spring-supportedv fromv said assemblies, 2. bolster yieldingly mounted on said. frame and including cross bolsters and a load-supporting center plate between them, motors secured to said. frame at each side of'the; middle asse'mbly'and on the longitudinal center line; of the truck, andshaftingandgearing operatively, connect ing said motors to the. end assemblies and positioned approximately on the longitudinal center line of-theti'nck.

8. In a railway truck, three wheel and axle assemblies, a truck frame supported from saidassemblies,;motcrs carried by said frame, two of-sai d motors being; positioned? at one side7 of. the-longitudinal center: lineofrtheframe and spaced longitudinally. of thetruck from-themiddle; assembly, mantra motor positionedat the: opposite side of said center line and spaced longitudinally of-the. truck from said middle assembly, and drive shafts-each extending lengthwise of the truck and operatively connecting each motor to an individualv assembly.

9. A railway trucle as describedin claim 8 in which; the, truck frame includes wheel: pieces, andtransverse transom structure v connecting, saidwheel pieces atoppo; sitesides of the middle assembly, and. spaced longitudinal ly of thetruck from the motors, there being a bolster: movably. supported from said, transom structure; and having a body supporting center plate over the middle assembly, and each of the motor drive shafts extending beneath the transom structure at one side of the middle assembly.

10. A railway truck as described in claim 8 in which each assembly mounts a reduction gearing and each drive shaft has one end connected to an individual motor and its other end connected to an individual reduction gearing and its intermediate portion underlying a transom structure.

11. A railway truck as described in claim 9 in which the truck frame is spring-supported upon the assemblies and the bolster is spring-supported upon the frame.

12. In a railway motor truck, three wheel and axle assemblies, a truck frame spring-supported on said assemblies and having a center bearing over the middle axle for mounting a vehicle body, and an individual motor for each assembly spaced longitudinally of the truck from the corresponding assembly and carried solely by the truck frame beneath the same and having an individual drive shaft extending longitudinally of the truck and operatively connected to the associated assembly.

13. In a railway motor truck, three wheel and axle assemblies, a truck frame spring-supported on said assemblies and comprising wheel pieces and transverse transoms and a body-supporting center plate over the middle axle, there being pedestal jaws depending from said wheel pieces and receiving the ends of said assemblies between them, and an individual motor associated with each of said assemblies but spaced therefrom longitudinally of the truck and having a drive shaft connecting the motor and the axle, the motors being supported solely by said frame and beneath the same, and the drive shafts being positioned approximately at the level of the axles.

14. In a railway truck, three wheel and axle assemblies,

a truck frame spring-supported from said assemblies, a bolster structure including a cross bolster between the middle assembly and each end assembly and a longitudinal member between said cross bolsters, a body supporting center plate on said longitudinal member and over the middle assembly, motors mounted on said frame at opposite sides of the middle assembly and both positioned at one side of the longitudinal center line of the truck, individual drive shafts associated with each of said motors and extending longitudinally of the truck and each having :a gearing connection to the corresponding end assembly, a motor mounted on the frame between one end assembly and the adjacent cross bolster and positioned at the other side of said longitudinal center line, and a drive shaft associated with the last mentioned motor extending longitudinally of the truck and having a gearing connection to the middle assembly.

References Cited in the file of this patent UNITED STATES PATENTS 1,534,275 Leathers Apr. 21, 1925 1,831,714 Latshaw Nov. 10, 1931 1,885,191 Ellis Nov. 1, 1932 1,895,500 Todd Jan. 31, 1933 1,948,250 Wintemberg Feb. 20, 1934 2,244,502 Piron June 3, 1941 2,252,382 Lanning Aug. 12, 1941 2,330,912 Pfiager Oct. 5, 1943 2,705,924 Travilla et a1. Apr. 12, 1955 FOREIGN PATENTS 220,629 Switzerland July 16, 1942 558.980 Germany Sept. 13, 1932 

